JP2015533201A - Hydraulic hybrid - Google Patents

Abstract

An internal combustion engine (1) having a mounted and / or built-in hydraulic pump (2) for supplying hydraulic pressure to a load (5) and / or drive unit (12), and for engine control and / or injection control At least one electronic engine controller (3), at least one hydraulic controller (4) for controlling at least one of the hydraulic loads (5), at least one pressure holding valve (6), and at least A hybrid system comprising one switching valve (7) and at least one hydraulic reservoir (8).

Description

  The present invention relates to a hydraulic hybrid.

  A work machine including a hydraulic drive device includes an internal combustion engine, a plurality of hydraulic pumps, a hydraulic conduit, a hydraulic valve, a control member, a motor, and a hydraulic cylinder. This type of system is known, for example, from US Pat. No. 6,096,028 (German Patent DE 10200 024 B4), and surplus energy is stored as electricity in a battery.

  The disadvantage of the system is that it requires an auxiliary battery and a separate electric motor to utilize the surplus energy. Yet another disadvantage of this system is that only the hydraulic side is considered.

German Patent No. DE102009824B4

  The problem to be solved by the present invention is to provide a hybrid system without the above-mentioned drawbacks. In particular, the present invention is a hybrid system that optimizes engine working points by effectively using input energy and existing stock while taking into account fuel consumption, engine dynamic behavior, noise levels and wear. Is to provide.

  The object is solved by a hybrid system according to claim 1 and a method according to claim 10.

The block circuit diagram which shows the hydraulic hybrid system of this invention. The flowchart which shows filling (loading) of a storage device. The flowchart which shows discharge | release (boost) of a storage device. The flowchart which shows the boost function for compensating the load peak in a hydraulic circuit. The flowchart which shows the boost function for removing a load of an engine in the whole system, and compensating a load peak. The flowchart which shows raising filling pressure in order to prepare for load impact.

  In the present invention, in order to optimize the above machine, the excess energy or engine output of the phase (off-peak period) in which the load of the internal combustion engine is weak is stored in the hydraulic reservoir, and the output demand is excessive or excessive. Significantly increases system performance that can be released or delivered during high phases (high peak periods).

  The optimization in this case is performed by providing more output that can be supplied by the internal combustion engine at the time of the current work in the system in a short time. This improves system performance and makes the behavior more dynamic when the load changes. At the same time, by recovering the braking energy, the braking output of the system or engine can be increased to avoid or decrease the increase in engine speed. As a result, the maximum rotational speed generated in the internal combustion engine can be greatly reduced. In this case, free engine power is provided for reservoir filling in the lightly loaded phase (off-peak period)

  In the present invention, a subsystem is provided for optimizing engine power and braking action. This subsystem uses a system for detecting engine or oil pressure and equipment status or condition values and a pressure energy reservoir in the form of a hydraulic energy reservoir, for example a bubble accumulator, membrane accumulator or piston accumulator.

  The subsystem includes an internal combustion engine with a hydraulic pump attached to (or integrated with) the work circuit and / or the driving circuit, an engine controller that electronically controls the engine and fuel injection, and a hydraulic load control. A hydraulic control device, a hydraulic control module, an operation member and a valve, a pressure holding valve, at least one switching valve, and at least one hydraulic reservoir.

  The engine control device detects engine-specific measurement values. The engine-specific measured values include coolant temperature, supercharging air pressure, load moment, injection amount, rotational speed, rail pressure, fuel pre-pressure, and rotational speed target value. Using these measured values, the engine control manipulated variable is obtained using parameters, characteristic curves and maps in the control device. Find and adjust these at each engine working point.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
In the system shown in FIG. 1, the oil pressure in the hydraulic reservoir, the oil pressure and temperature of the work circuit, the oil pressure and temperature of the travel drive, the swing angle of the work pump and the travel pump, etc. Measurement values are supplied to the engine controller. From this hydraulic control device, information on the state of each hydraulic component, for example, the state of the work point and the load required by the component is supplied to the engine control device.

  The engine controller can control the filling and discharging process of the pressure reservoir according to the above data.

Filling (loading, FIG. 2) of the hydraulic reservoir is performed by opening the valve A in the working circuit and / or the valve B in the traveling circuit. P _Speise for oil pressure P _Speicher as shown in the control [2], the ratio of M _Verfugbar for the torque M _ist, performed according to the engine temperature T _K and the hydraulic temperature T _Speise.

  When the predetermined condition is satisfied, the engine control device checks whether the filling ([FIG. 2]) is significant using other characteristic values.

When the braking energy recovery engine is being dragged, i.e., _Mist is negative, all engine output in addition to braking output is provided for filling ([FIG. 2]). Valve A and / or valve B are opened until the reservoir is filled or until one of the premise is no longer met.

If the engine speed is higher than the target speed, i.e., n _soll <n _ist , the full power available (M _verfugbar −M _ist ) is provided for filling ([FIG. 2]). Valve A and / or valve B are opened until the hydraulic reservoir is filled or until one of the premise is no longer met.

If the engine is idling and the coolant temperature is above the minimum temperature, n _ist = n _leer and T _K > T _min , the full power available (M _verfugbar -M _ist ) is charged (see figure 2]). Valve A and / or valve B are opened until the hydraulic reservoir is filled or until one of the premises is no longer met.

If the engine is in a lightly loaded phase and the available torque is much higher than _Mist , filling takes place ([FIG. 2]).

  In addition, the engine is at an unfavorable drive point, for example with regard to fuel consumption efficiency, discharge behavior, supercharging pressure, noise level and hydraulic control unit measurements and information, and a more appropriate drive point is achieved by switching functions. If possible, filling ([FIG. 2]) can be activated or deactivated by the engine controller.

  Alternatively, the charging ([FIG. 2]) can be controlled steplessly via a control valve in order to turn on / off the engine load more softly.

The release of the hydraulic reservoir (boost, [FIG. 3]) takes place by opening valve A in the working circuit and / or valve B in the running circuit. This control is the ratio of P _Speise for oil pressure P _Speicher, the ratio of M _Verfugbar for the torque M _ist, performed according to the engine temperature T _K and the hydraulic temperature T _Speise.

  If the predetermined condition is satisfied, the engine control device uses other characteristic values to check whether the boost ([FIG. 3]) is significant.

If the engine cannot release any more power at the current working point (ie if M _verfugbar = f · M _ist (f = safety factor, eg 0.9), release the hydraulic reservoir, or Open valve A and / or valve B until one of the assumptions is no longer met.

If the engine is within smoke limits or other power limits (ie M _verfugbar = f · M _ist (f = safety factor, eg 0.9), the hydraulic reservoir is released or Valve A and / or valve B are opened until one is no longer satisfied.

If the engine (1) is significantly accelerated (ie n _Gradient > N (adjustable factor, speed gradient)), the valve is released until one of the assumptions is no longer fulfilled or the reservoir is released. A and / or valve B are opened.

When a rapid load is connected to the hydraulic work circuit and the pressure drop of the supply pressure is high (ie P _Gradient > P (adjustable factor, supply pressure gradient)), the hydraulic reservoir is Valve A and / or valve B are opened until released or until one of the assumptions is no longer met.

  In addition, the engine is within an unfavorable driving point (for example, with respect to parameters such as fuel consumption efficiency, release behavior, supercharging pressure, noise level, hydraulic controller measurements and information) and more by switching functions If the appropriate drive point can be achieved, the boost ([FIG. 3]) can be activated / deactivated by the engine controller.

  An example of optimizing fuel consumption by reducing the working speed is shown in FIG.

  When dynamic needs are high, in order to provide sufficient torque reserve in the event of a sudden decrease in engine speed, the engine speed within a range of about 1800-2300 l / min, which is close to the engine output maximum value. is necessary. As a result, the torque curve increases when the rotational speed of this range decreases. Furthermore, complicated limit load control must be provided to prevent engine stalls.

  When the working speed is reduced to within a range of nominal moments of about 1400-1600 l / min, sudden dynamic load peaks can be optimally absorbed by boost ([FIG. 4]).

  The reduction in the working speed for reducing noise is shown in FIG.

  If the dynamic demand is high, the engine speed in the range of about 1800-2300 l / min, which is close to the maximum engine output, is provided in order to provide sufficient torque reserve in the event of a sudden drop in speed. is necessary.

  As a result, when the rotational speed decreases in this rotational speed region, the torque curve increases. Furthermore, complicated limit load control must be provided to prevent engine stalls.

  When the working speed is reduced to an engine nominal moment range of about 1400-1600 l / min, the sudden dynamic load peaks can be absorbed by the boost ([FIG. 4]).

  [FIG. 6] shows an increase in supercharging pressure. In order to improve the dynamic behavior of the engine, the loading function ([FIG. 6]) is activated in order to increase the released torque and the corresponding boost pressure at a very low torque level. This is typically done just before a large torque request is made by the hydraulic system. The turbocharger responds well when a hydraulic load is connected due to the associated increase in supercharging pressure.

  In order to reduce the load on the engine, the boost function ([FIG. 1] [FIG. 5]) is activated and the switching valve 7 is simultaneously opened. Thereafter, the hydraulic pump 2 acts as a motor, and the stored energy is introduced from the hydraulic reservoir 8 to the internal combustion engine 1 via a rim provided on the crankshaft or the flywheel of the internal combustion engine 1, thereby The overall dynamic behavior can be significantly improved.

  In an alternative form, the boost can be controlled steplessly via a control valve in order to achieve a softer on / off of the engine load.

  Similarly, starter assistance (starting) can be performed by the hydraulic pump (2) via the energy stored in the hydraulic reservoir (8).

  The release of the hydraulic reservoir is introduced through the opening of valve A in the working circuit and / or valve B in the traveling circuit.

This control, P _Speise for oil pressure P _Speicher, the ratio of M _Verfugbar for the torque M _ist, performed according to the engine temperature T _K and the hydraulic temperature T _Speize.

  When the engine speed is equal to zero, the valve A and / or the valve B and the switching valve are operated and the hydraulic pump is used as a starter motor for the internal combustion engine.

In applications with a high basic load, while the engine speed is lower than the idling engine speed (n _ist <n _Leer ), it is stored in a similar format to assist the starter in increasing the engine speed. Energy can be supplied from the vessel (8).

  Starting support can take over the automatic start / stop function.

  If the engine rotates at idling for a time t that can be parameterized, the engine is then automatically stopped. When the engine speed is equal to zero and the driver / operator of the device depresses the accelerator pedal, the valve A and / or the valve B and the switching valve 7 are automatically operated, and the hydraulic pump is connected to the internal combustion engine 1. Is used as a starter motor. Thereby, a high saving effect in fuel consumption is brought about. Furthermore, the engine 1 is started without applying a load to the electric starter of the engine. The number of hydraulic reservoir load / release cycles during the lifetime is usually greater than the number of start-up processes possible in an electric starter.

  If the ambient temperature is low and the utilization of the engine capacity is very low, if the engine is brought to drive temperature more quickly, the internal combustion engine will only warm up to the original drive temperature very slowly and in this cold phase the engine wear will Extremely high and combustion consumption is not optimal. In the present invention, a dynamic load can be generated by loading / discharging the hydraulic pump multiple times, which causes the engine to reach operating temperature more rapidly.

  By applying the above functions, work machine performance can be effectively improved, fuel consumption and engine wear can be reduced, and engine capacity can be optimally utilized. The temporary increase in power provides many advantages, such as being able to drive downsizing and using an engine with a smaller stroke space, which makes it more energy efficient.

  The application principle of the present invention can be used in any system having an internal combustion engine or a gas engine in combination with a hydraulic load and a hydraulic drive.

_{DESCRIPTION OF SYMBOLS} 1 Internal combustion engine 2 Hydraulic pump 3 Load 4 Hydraulic control apparatus 5 Load 6 Pressure holding valve 7 Switching valve 8 Pressure reservoir 9 Control module 10 Operation member 11 Valve 12 Drive unit 13 Temperature sensor 14 Pressure sensor 15 Pressure sensor 16 Pressure sensor P _Speise minimum acceptable temperature n _ist an internal combustion engine of the maximum acceptable temperature inside T _min hydraulic reservoirs within the temperature T _max hydraulic reservoirs within the pressure T _Speise hydraulic supply circuit in the pressure P _Speicher hydraulic reservoir in the hydraulic supply circuit current rotational speed n _soll engine of the current of the current emitted torque T _K engine currently providing maximum possible torque M _ist internal combustion engine idling speed M _Verfugbar engine target rotational speed n _Leer internal combustion engine Coolant temperature Maximum allowable temperature for T _max function Minimum allowable temperature for T _min function n _Gradient speed gradient P _Gradient supply Pressure gradient

Claims (11)

  An internal combustion engine (1) having a mounted and / or built-in hydraulic pump (2) for supplying hydraulic pressure to a load (5) and / or drive unit (12), and for engine control and / or injection control At least one electronic engine controller (3), at least one hydraulic controller (4) for controlling at least one of the hydraulic loads (5), at least one pressure holding valve (6), and at least A hybrid system comprising one switching valve (7) and at least one hydraulic reservoir (8).   2. The hybrid system according to claim 1, wherein the hydraulic load (5) can be driven by a control module (9).   The hybrid system according to claim 1 or 2, wherein the drive unit (12) is configured to be communicable by the operation member (10).   The hybrid system according to any one of claims 1 to 3, wherein the operation member (10) is configured to be communicable by a hydraulic control device (4).   The hybrid system according to any one of claims 1 to 4, wherein the hydraulic reservoir (8) comprises at least one pressure sensor (14).   The hybrid system according to any one of claims 1 to 5, wherein a pressure sensor is arranged between the control module (9) and the switching valve (7).   The hybrid system according to any one of claims 1 to 6, wherein a pressure sensor (16) is arranged between the operating member (10) and the hydraulic pump (2).   A temperature sensor (13), a pressure sensor (14), a pressure sensor (15), and a pressure sensor (16) are arranged so that communication with an engine control device (3) is possible. Hybrid system.   A method for driving a hybrid system, wherein the hydraulic system according to any one of claims 1 to 8 is used.   10. The method of claim 9, wherein the sensors are used to constantly monitor engine and machine conditions and control filling and discharging of a hydraulic reservoir to optimize engine / machine dynamics and / or load behavior. .   Using the sensors to constantly monitor engine and machine conditions and to pay attention to engine discharge behavior, and to fill hydraulic reservoirs to optimize engine / machine dynamics and / or load behavior The method of claim 9, wherein the release is controlled.

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